Integral inflatable occupant restraint system

ABSTRACT

An inflatable restraint system for providing protection to an occupant in a moving vehicle including a module disposed adjacent to the chest area of the vehicle occupant, the module having an airbag and an high pressure gas generator for exerting a controlled force against the occupant in a direction opposite the direction of motion of the occupant caused by rapid deceleration of the vehicle while simultaneously inflating the airbag adjacent to the occupant. A second embodiment is disclosed which includes an ancillary module disposed adjacent to the rear base of the occupant&#39;s neck, providing an airbag for inflation behind the occupant&#39;s head while simultaneously exerting a force opposite the direction of motion of the occupant&#39;s head, as caused by the backlash forces acting against the occupant following initial impact of the occupant with a forward airbag. A third embodiment is disclosed wherein an airbag is in incorporated into a child safety seat providing protection from frontal and lateral impact. A fourth embodiment is disclosed for rear seat passenger protection. A fifth embodiment is disclosed wherein an adult passenger seat is convertible into a child safety seat that can incorporate an airbag.

CROSS REFERENCE TO RELATED APPLICATIONS

This invention is a continuation-in-part of patent application Ser. No.07/618,397, filed Nov. 27, 1990, and issued as U.S. Pat. No. 5,100,169,on Mar. 31, 1992, entitled "Integral Inflatable Occupant RestraintSystem"; and patent application Ser. No. 07/822,272, filed Jan. 17,1992, and issued as U.S. Pat. No. 5,184,844, on Feb. 9, 1993, entitled"Integral Inflatable Occupant Restraint System".

FIELD OF THE INVENTION

The present invention relates generally to passive vehicle restraintsystems and, more specifically, to an integral inflatable occupantrestraint system.

BACKGROUND OF THE INVENTION

Various vehicle safety devices and passenger restraint systems are knownin the art for protecting the occupants of a vehicle in the event of anaccident. Most recently, automobile manufacturers have begun to provideone or more inflatable airbags in the passenger compartment of a vehiclefor nearly instantaneous inflation upon rapid deceleration of thevehicle, as caused by a collision. Such airbags provide a cushionedbarrier between the occupant and the fixed surroundings of the vehiclepassenger compartment for absorbing the forces exerted on the occupantin the collision.

Typically, the airbags of such prior art systems are mounted in variousfixed locations in the passenger compartment of the vehicle such as thesteering wheel, dashboard or the back panel of a seat (for rear seatpassengers). In this configuration, it is necessary for the occupant tobe positioned directly in alignment with the position where the airbagis mounted in order to provide effective protection to the occupant.This requirement presents a nuisance to the occupant and may actuallycreate a safety risk in cases where the occupant is not positioneddirectly in front of the airbag when it is inflated.

Other inflatable safety systems have been designed for being disposedadjacent to the vehicle occupant, on a restraining belt, as shown inU.S. Pat. Nos. 3,430,979 and 3,706,462 and in the case of U.S. Pat. No.4,834,420 a child seat. These systems are designed to provide increasedmobility for the occupant while maintaining effective protection thereofby deploying an inflatable cushion adjacent to the occupant in the eventof an accident.

Inflatable restraint devices known in the art provide a cushion forabsorbing the forces imparted to the occupant in the event of anaccident, but do not provide any means for opposing the forces impartedto the occupant at the instant of rapid deceleration of the vehicle. Byproviding a system for opposing the forces imparted to the occupant, thedestructive forces of a collision can be distributed over time and theforces absorbed by the occupant at the point of impact with the airbagcan be reduced. Thus, it would be advantageous to provide an occupantrestraint system that actually provides a controlled force against theoccupant to oppose the motion of the occupant caused by the rapiddeceleration of the vehicle while deploying an airbag, thereby reducingthe magnitude of the force absorbed by the occupant at the point ofimpact with the airbag.

SUMMARY OF THE INVENTION

The present invention discloses an inflatable restraint system includinga restraint module for being disposed adjacent to the chest area of avehicle occupant to provide an inflatable shock absorbing cushionadjacent to the occupant while simultaneously exerting a controlledforce against the occupant in a direction opposite the direction ofmotion of the occupant. Accordingly, the restraint system of the presentinvention includes a module housing an inflatable bag and a controlledhigh pressure gas generator, providing an explosive force upon extremelyrapid deceleration or a crash of the vehicle, to deploy the inflatablebag adjacent to the vehicle occupant and to simultaneously generate areactionary force against the occupant. The reactionary force created bythe high pressure gas generator of the invention generates a controlledforce against the occupant in a direction opposite the direction ofmotion of the occupant, thereby increasing the amount of time before theoccupant impacts with the inflatable bag and decreasing the magnitude ofthe force absorbed by the occupant at the moment of impact with theairbag. Embodiments of present invention are disclosed which are usefulin protecting against both frontal and lateral impact in either thefront or rear seat, as well as an embodiment for a child seat. Yetanother embodiment discloses a preinflated cushion within the inflatablebag which accelerates bag inflation and provides back-up cushioning inthe event of system failure. Still another embodiment provides an adultpassenger seat that is convertible to a child safety seat and which canincorporate an airbag.

DESCRIPTION OF THE DRAWINGS

Other features and advantages of the invention will be apparent from thefollowing detailed description of the invention in conjunction with theaccompanying drawings, in which:

FIG. 1 is a cross-sectional view of the restraint module of the presentinvention;

FIG. 2 is a side view showing the occupant restraint system of thepresent invention in its deployed state;

FIG. 3 is a block diagram of an interdependent sensing and arming systemfor triggering the present invention;

FIG. 4 is a schematic diagram showing the forces acting on the occupantat the moment that the present invention is deployed;

FIG. 5 is a side view showing an embodiment including a head protectionrestraint for use in conjunction with the forward airbag of the presentinvention;

FIG. 6 is a schematic diagram showing the forces acting on the occupantin the embodiment of FIG. 5;

FIG. 7 is a top view viewing showing an embodiment of the presentinvention utilizing a plurality of restraint modules;

FIG. 8 is a perspective view of a child seat incorporating the restraintmodule of the present invention in its deployed state;

FIG. 9 is a block diagram of a sensing, arming and indicating system foruse in the embodiment of FIG. 8;

FIG. 10 is a top view of the device of FIG. 8 incorporating anadjustable restraint module which affords enhanced lateral protection;

FIG. 11 is a top view of the device of FIG. 8 incorporating multiplerestraint modules for enhanced lateral protection;

FIG. 12 is a further embodiment of the device of FIG. 11;

FIG. 13 is a top view of the device of FIGS. 12 and 13 in its fullydeployed state;

FIG. 14 is a perspective view of an embodiment of the present inventionfor protection of rear seat occupants;

FIG. 15 is an overhead view of the embodiment of FIG. 11 in its deployedstate;

FIG. 16 is a cross-sectional view of an embodiment of the presentinvention having a preinflated cushion within the airbag prior todeployment; and

FIG. 17 is a cross-sectional view of the embodiment of FIG. 13 afterdeployment.

FIG. 18 is a perspective view of a convertible passenger seat;

FIG. 19 is a perspective view of the convertible passenger seat of FIG.18, illustrating transition of the seat from an adult configuration to achild safety seat;

FIG. 20 is an illustration of seat of FIG. 18 in the child safety seatconfiguration, with a child restrained therein; and

FIG. 21 is a perspective view of the seat of FIG. 18, illustratingairbag deployment.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to FIG. 1, the airbag restraint system of the presentinvention is embodied in a restraint module 10 including an airbag 12,shown in its collapsed state, mounted on a rigid membrane 14 adjacent toa protective cushion 16. A high pressure gas generator 18 is mountedwithin the module 10, adjacent to the rigid membrane 14 and coupled toan energy source 20 via a motion sensor 22. In addition, oralternatively, the high pressure gas generator 18 is also coupled to apressure sensor 24 embedded in the protective cushion 16 and/or animpact sensor 26 (shown in FIG. 2) located on the vehicle in which theoccupant is seated.

The module 10 is preferably a stand-alone module which can be mounted ona restraining harness in a vehicle, as shown in FIG. 2, or can bedisposed on a vest worn by the vehicle occupant. This stand-alonefeature allows the flexibility to manufacture and distribute customizedairbag restraint systems in accordance with the invention, providingmaximum individual comfort and protection for each individual dependingon the size and weight of the individual.

Referring now to FIG. 2, there is shown a vehicle 30 with an occupant 32seated within a shoulder harness 34 in a seat 36. The occupant restraintsystem of the present invention is shown in its deployed state withairbag 12 inflated to provide an impact absorbing cushion between theoccupant 32 and the interior of the vehicle 30. Although the occupantrestraint system is shown in conjunction with an automobile, it iscontemplated that the present invention can be adapted for use invarious passenger vehicles including trains and airplanes.

In operation, the high pressure gas generator 18 is triggered upon veryrapid deceleration or crash of the vehicle 30 to generate a transientexplosive force. The transient force generated thereby is transmittedthroughout the restraint module 10 to create a controlled force againstthe rigid membrane 14 in a direction opposite the forward motion of thevehicle occupant 32 caused by the rapid deceleration of the vehicle,while simultaneously deploying the airbag 12 from the restraint module10 into the area immediately adjacent to the occupant 32. The highpressure gas generator 18 may take the form of one of various knownsystems which may include a self-contained CO₂ cartridge or some knownchemical discharge mechanism.

High pressure gas generator 18 is triggered by an output signalgenerated by motion sensor 22, pressure sensor 24, or impact sensor 26,similar to those presently known and in use in the art. A redundanttriggering system is contemplated wherein the motion sensor 22,detecting the occupant's rate of movement, the pressure sensor 24,detecting the pressure exerted by the occupant against the module 10,and the vehicle impact sensor 26, detecting vehicle integrity, are eachcoupled to the high pressure gas generator 18 for providing an outputsignal thereto.

In the interest of providing a dependable deployment of the airbag 12while preventing accidental deployment thereof, the sensors 22, 24, 26can be configured to operate interdependently. For example, sensors 22,24, 26 can be connected in series or can be coupled to the high pressuregas generator 18 via a microprocessor 19, in a configuration as shown inFIG. 3, wherein the microprocessor can be programmed so that the highpressure gas generator 18 will be triggered only if all three sensors22, 24, 26 generate an output signal or if a combination of at least anytwo sensors detects a triggerable condition to generate an outputsignal. Of course, the restraint system can also be configured to bedeployed in response to an output signal from a single sensor 22, 24, or26.

An interlock arming system including a weight sensor 28 is also providedas a means for preventing accidental deployment of the airbag 12. Thearming system is coupled to the high pressure gas generator 18 fordetecting a predetermined weight, representing the presence of anoccupant in the vehicle seat 36. This weight must be detected in orderto "arm" the high pressure gas generator 18 so that it can be triggeredby the sensors 22, 24, and/or 26. The interlock arming system may alsoinclude a manual switch which may be incorporated into a typical seatbelt buckle. The interlock arming system can also be coupled to themicroprocessor 19 triggering system, as shown in FIG. 3.

The advantages of the present invention can be best appreciated byrepresenting the forces acting on the vehicle occupant 32 in schematicform as shown in FIG. 4. Force f₂ represents the reactionary forcegenerated against the occupant 32 by the present restraint system. Forcef₂ is directly opposite the force f₁ created by the rapid decelerationof the vehicle 10. The representative forces shown in FIG. 4 can befurther reduced to basic physical equations to provide an explanation ofthe advantages provided by the present invention.

In the following description, it is assumed that the distance d that anoccupant 32 travels within the vehicle compartment as the result ofrapid deceleration of the vehicle will be constant for a given occupantof mass m. In reality, the present invention may actually reduce thedistance that the occupant 32 will travel, resulting in a furtherreduction of the force f₁ acting on the occupant 32. The approachpresented herein offers a conservative mathematical analysis forillustrative purposes only.

It is given through the laws of physics that velocity v is equal todistance d divided by time t and that force F is equal to velocity vtimes mass m as expressed in the following mathematical equations,respectively:

    v=d/t; d=vt                                                (1)

    F=v×m                                                (2)

Thus, the velocity and force generated by an occupant as it isaccelerated in a rapidly decelerating vehicle is given by equations (1)and (2).

Applying a force f₂ in a direction opposing the acceleration of theoccupant 32, as provided by the present invention, the time t that ittakes for the occupant's body to travel the distance d from its positionat rest to the point of impact with the airbag 16 is increased. Assumingthe force exerted on the occupant 32 by the present invention increasesthe time to impact with the airbag by a factor of two, the velocity ofthe occupant's body utilizing the restraint system of the presentinvention becomes:

    V.sub.b =d/2t                                              (3)

Since the distance d that the occupant travels remains constant,equation (1) can be substituted into equation (3) to show that by usingthe restraint system of the present invention, the velocity V_(b) of theoccupant as it impacts the airbag is:

    V.sub.b =vt/2t=v/2                                         (4)

Substituting the value for V_(b) into the force equation:

    F.sub.b =V.sub.b ×m=v/2×m=F/2                  (5)

Thus, it can be seen from this mathematical derivation that the forceacting on an occupant 32 in a vehicle 10, during rapid decelerationthereof can be reduced in direct relationship to an increase in theamount of time to impact with the airbag 12. This increase in time iseffected by the reactionary force generated by the restraint system ofthe present invention.

A second embodiment of the present invention is illustrated in FIG. 5wherein an ancillary restraint module 40 is positioned behind the baseof the neck of the occupant 32. As in the embodiment describedhereinabove, the ancillary restraint module 10 provides a reactionaryforce against the acceleration of the occupant's body whilesimultaneously deploying an airbag 42. In this embodiment, however, adelay mechanism 44 is coupled between the ancillary module 40 and thevehicle sensor 26 so that the ancillary module is triggered at apredetermined time after the triggering of the primary restraint module10.

As shown in FIG. 6, this second embodiment generates a force f₄ tocounteract the force f₃ acting on the occupant's head generated by theimpact of the occupant 32 with the primary airbag 12. It follows,therefore, from the above mathematical derivation, that the reactionaryforce f₄ generated by the ancillary module 40 further reduces the forcesexerted against the occupant's neck and thereby reducing whiplasheffects on the occupant 32. The dual airbag system shown in FIG. 5operates to dampen both the forward and rearward movement of theoccupant in a severe accident, decreasing the impact forces acting onthe occupant 32. The combination of reactionary forces f₂ and f₄provided by this dual airbag system can be adapted to the mass andvelocity of the occupant being protected that the present inventionprovides an adaptive restraining system which conforms to the severityof the forces acting on the occupant.

As shown in FIG. 7, the restraint system of the present invention canalso be implemented via a plurality of restraint modules 10 disposedacross the body of an occupant 32 along a rigid membrane 14, providingmultiple independent airbags adjacent to the occupant. Thisconfiguration of multiple restraint modules 10 provides additional sideprotection to the occupant 32 as well as a distribution of thereactionary forces acting against the occupant 32.

A third embodiment of the occupant restraint, suitable for protection ofa child, is show in FIG. 8, wherein a child safety seat 50 combines achild sized seat 52 having straps 58 and a pad 60 similar to those inthe present art, with the superior impact protection of an airbag 54deployed from a restraint module 56 which produces reactionary forces.The restraint module 56 may be attached to the seat 52 as an aftermarketadd-on, as a vehicle independent seat manufactured with the restraintmodule 56 or as a seat having a restraint module 56, but vehicledependent for either acceleration sensing or airbag inflation.

The restraint module 56 when used as an aftermarket add-on to prior artchild seats is entirely self contained. The restraint module 56 containsthe airbag 54, acceleration sensors 61, the high pressure gas generator18, and optional microprocessor 19 as described with respect to FIGS.1-3. It should be understood that the high pressure gas generator 18 maybe, but is not necessarily, a gas filled cylinder. It may be a devicefor releasing highly compressed gas, gas formed from rapidly combiningchemicals, or gas produced in a pyrotechnic discharge. The restraintmodule 56 is attached to the straps 58 and/or pad 60 which serve torestrain the child within the seat 52. Alternatively, the straps 58and/or pad 60 of the seat 52 may be removed and replaced with anaftermarket system having straps 58 and/or a pad incorporating therestraint module 56. The resulting child safety seat 50, thus configuredis triggered in response to a firing signal from an acceleration sensor61 and/or a pressure sensor 63 mounted on or in the restraint module.Upon activation, the high pressure gas generator 18 generatesreactionary forces against the occupant 32 during airbag 54 inflation asdescribed with respect to FIG. 2.

In another embodiment, the child safety seat 50 is designed formanufacture as an integral, vehicle independent seat. In this embodimentthe child safety seat 50 may have the high pressure gas generator housedin the body of the seat 52, either under the seat 52 as depicted in FIG.8, behind it or to one of the sides. When activated, the rapidlyexpanding gas is conducted to the airbag 54 via an appropriately sizedtube 65. Additionally, the child safety seat 50 has an arming switch 64located in a position inaccessible to the child. The child safety seat50 may be equipped with pressure or weight sensors (not shown) toprevent arming of an unoccupied seat and indicator flags or lights 66which signal the activation state of the seat. For example, a redindicator light 66 indicates that the system is turned on, and a secondgreen indicator light 67 then illuminates when the module 56 is securedin place and weight is on the seat.

FIG. 9 illustrates the circuit logic for electrical arming of the childsafety seat 50 and is useful in describing the operation and activationof the seat. An electrical power source 70, such as a battery powersboth a trigger circuit 72 and an arming status circuit 74. The triggercircuit 72 has several points of interruption on each side of thecircuit 72 which act as safety features to prevent inadvertent airbag 54deployment. To complete one side of the trigger circuit 72, whichoutputs a signal to activate the high pressure gas generator 18, themanual arming switch 64 must be in the "on" or contact position and theseat pressure switch 76 closed, due to an occupant 32 in the childsafety seat 50. The other side of the trigger circuit 72 is completedwhen the motion/impact switch 78, as described more fully with respectto FIGS. 1 and 2, and the restraint module pressure switch 80 areclosed. Thus, when both sides of the trigger circuit 72 are closed,electrical current flows to the trigger 80 which activates the highpressure gas generator 18. A wide variety of switches are compatiblewith this invention, with solid state switches and piezoelectricpressure sensors having particular applicability.

The arming status circuit 74 provides an indication to the personplacing an infant into the child safety seat 50 whether the seat 50 isarmed or not. The arming status circuit 74 provides power to the red 66and green 67 indicator lights when the manual arming switch 64 is on andthe seat pressure switch 76 is closed.

Referring now to FIG. 10, a top view of an embodiment of the childsafety seat 50 is shown with a modification to enhance protection of theoccupant 32 from lateral impacts. In this embodiment, the seat 52 has,in addition to straps 58 and/or a pad 60, a rail or tray 84 extendingout from the sides 86 of the seat 52 which passes in front of theoccupant's torso. The restraint module 56 being flexibly attached to Oneend of each telescoping arm 88 and 90 along the back or sides of therestraint module 56 with a mechanical hinge, pivot joint, or elastomericmaterial, is attached to the rail or tray 84 with the other end of eachtelescoping arm 88 and 90 with lockable pivot joints 94 which allow therestraint module 56 to be oriented to the right, left or center of thechild safety seat 50. Alternatively, the telescoping arms 88 and 90 maybe attached directly to the seat 52, thus obviating the need for asupplemental rail or tray 84. Additionally, either an elastomeric pad 92may be placed between the telescoping arms 88 and 90 on the back of therestraint module 56, or the airbag 54 may be shaped to inflate rearwardaround and between the arms.

In FIG. 10 the restraint module 56 is positioned to the left to betterprotect the occupant 32 in the left rear seat from left side impact.When the child safety seat 50 is installed on the right side of avehicle, in either the front or rear seat, the restraint module 56 isswung to the right side and locked into position. When moving from sideto side the telescoping arms 88 and 90 are free to extend and retract asrequired for movement, but when the restraint module 56 is aligned asdesired, an internal mechanism (not shown) is engaged to fix the lengthof the arms 88 and 90 when the pivot joints 94 are locked. For use inthe center of a front or rear seat when lateral impact protection mightnot be a primary consideration, the arms 88 and 90 are retracted anequal amount to center the restraint module 56 which then operates inthe manner described with respect to FIG. 8.

With reference to FIG. 11, another embodiment of the present inventionis shown for protection of an occupant 32 from lateral impact. A seat52, having sides 86 and rail or tray 84, is depicted with threerestraint modules 56 affixed to the rail or tray 84. The restraintmodules 56 are shown encased in a optional lightweight rail cushion 106which serves to protect the restraint modules 56 and to provide low costaesthetic variation. The restraint modules 56 in this figure arecompletely self contained and incorporate multi-axis accelerationsensors 61 which are responsive to both frontal and lateral impacts, anairbag 54 and a high pressure gas generator 18. As with the child safetyseat of FIG. 8, this embodiment using self-contained restraint modules56 is suitable for sale in the aftermarket.

FIG. 12 depicts a child safety seat 50 with a single high pressure gasgenerator 18 in communication with three airbags 54 mounted on the railor tray 84. In this figure, the optional rail cushion 106 is notinstalled. The child safety seat of FIG. 12 includes sensors 61 andmicroprocessor 19 (not shown) in addition to the high pressure gasgenerator 18, as more fully described with respect to FIG. 9. While thedrawing depicts a single tube 65 which is has branches going to eachairbag 54 from the high pressure gas generator 18, completely individualtubes 65 connected to individual high pressure gas generators 18 may beemployed. It is also contemplated that gas output be sequentiallydirected by the microprocessor 19, as a function of impact direction,through a control valve or valves (not shown) so as to inflate one ormore airbags 54 prior to the others. Alternatively, the tubes 65 runfrom one airbag 54 to the others where, for example, the center airbag54 upon inflating to its predetermined fill volume, directs thecontinued influx of gas to the left and right side airbags 54. Thisorder can be altered either through programming of the microprocessor 19with a simple user control pad (not shown) on the seat designatingcenter, left or right airbag 54 inflation priority. As with the otherembodiments, each restraint module 56 generates reactionary forces.Thus, when multiple restraint modules 56 are employed, multiplereactionary forces are generated along the appropriate axis to retardthe movement of the occupant 32 into the airbags 54. FIG. 13 depicts thechild safety seat 50 with all three airbags 54 inflated to surround theoccupant 32. The integral, and therefore portable, child safety seat 50thus described may be used in any type of conveyance, such as airplanes,buses, trains or trucks, where a frontal or lateral impact protectionsystem is not available or needs to be supplemented.

With respect now to FIG. 14 another embodiment of the inflatableoccupant restraint is shown for use in a rear seat of a vehicle. Thisembodiment is primarily intended as a self-contained aftermarketaddition to taxis and limousines, but is equally useful for privateautomobile use as well as in airplanes, helicopters, trains and buses.FIG. 14 depicts the interior of a car with front 96 and rear 98 benchstyle seats. Behind the front seat 96 an elongated restraint module 56is incorporated into a restraint rail 100. The restraint rail 100 may betilted forward towards the front seat 96 to allow passenger ingress, andthen tilted back over the passenger's lap or in close proximity to thetorso of the passenger. It is envisioned that a work surface 103 can bedetachably affixed to the restraint rail 100 as desired. The rail 100may be articulated at the floor level of the vehicle or at any pointalong the side tubes 104 of the restraint rail 100 with hinges 102.Furthermore, the high pressure gas generator 18 may be located in one ofthe side tubes 104 or high pressure gas generators 18 may be placed ineach, both of which responsive to the trigger 82 of the trigger circuit72. Supplemental floor mounted pressure sensors 106 may also beincorporated as shown to inhibit inadvertent system activation.

Inflation of the airbag 54 is triggered, and reactive forces aregenerated in the same manner as described with respect the precedingembodiments. When inflation of the airbag 54 is triggered, the airbaginflates away from the occupant 32, thus pushing the restraint rail 100and optional work surface 103 away from the occupant, flush against thefront seat back or into a recess designed to receive it.

FIG. 15 is an overhead view of the inflatable occupant restraintdescribed in FIG. 14 with its airbag 54 deployed. In this view therestraint rail 100 containing the restraint module 56 is shown with worksurface 103 installed, pushed forward into a recess in the back of thefront seat 96. The airbag 54 is shaped so that when inflated, the sidesof the airbag 54 inflate between the occupant 32 and the vehicle sidefor enhanced protection from lateral impact. It is important to notethat in this embodiment, as with the others, the restraint module 56 ispositioned sufficiently close to the occupant 32 (or occupants) so thatthe reactive forces serve to attenuate impact forces in addition toproviding the cushioning of the airbag 54.

Turning now to FIG. 16, another embodiment of the restraint module 56 ofthe present invention is shown, wherein the uninflated airbag 54contains, and is packed inside the restraint module 56 around, apreinflated cushion 105. The preinflated cushion 105 provides a portionof the inflation gas to the airbag 54 as a function of the volume itdisplaces within the airbag 54. The remainder of the gas is furnished bythe high pressure gas generator 18 upon triggering of the system. Thepreinflated cushion 105 may be connected directly to tube 65 which isthe gas conduit from the high pressure gas generator 18. In thisarrangement, the sudden influx of gas causes the preinflated cushion 105to burst, thus releasing both the "old" gas from the preinflated cushion105 and the "new" gas from the high pressure gas generator into theairbag 54. In a different arrangement, the tube 65 is routed directlyinto the airbag 54, bypassing the preinflated cushion 105, and resultsin an inflated airbag 54 with an intact preinflated cushion 105 insideof it as depicted in FIG. 17. In the event of system failure, thepreinflated cushion 105 within the restraint module 56 provides partialprotection of the occupant 32 subjected to impact forces.

Referring to FIG. 18, a vehicle seat 110 is shown that is convertiblefrom an adult configuration to a child configuration. The illustratedseat 110 is a bench style seat having two primary seating areas 112 and114, respectively, and is suitable for use in the front or rear of anautomobile, truck, van. Although the features are illustrated anddescribed with respect to a single seating area 112, the same featurescan be incorporated into the other seating area 114. Furthermore, theseat 110 can be configured as a single place "bucket" seat, typicallyinstalled in cars or airplanes, without altering the inventive conceptof the seat 110.

The seat 110 illustrated in FIG. 18 is shown in a configuration for anadult passenger and is fully compatible with conventional restraintdevices such as lap and torso belts (not shown). These restraints,however, are woefully inadequate for restraining and protecting infantsand children during sudden stops or vehicular collisions. Accordingly,the seat 110 incorporates movable elements, such as a restraint device116 and a cushion 118, that function as a headrest and a lower portionof a backrest, respectively, in the adult configuration, yet functionquite differently in the child configuration.

Referring to FIG. 19 the seat 110 is shown in a preparatoryconfiguration for restraining a child passenger. The cushion 118 ispulled downward onto the primary or adult seating surface 120 to form araised secondary or child seating surface 122. Lowering the cushion 110exposes a lower restraint belt 124 having a buckle 124, and a secondaryor child backrest 128.

The upper portion of the adult backrest 130 is headrest for a child inthe child configuration. The restraint device 116 is pulled upward toextract upper restraint belts, such as shoulder belts 132, from aninertia reel (not shown), and to disengage the restraint device 116 fromupward position locking joints (134). Thus unlocked, the restraintdevice 116 can be rotated downward to a passenger restraint position,thereby further extracting the shoulder belts 132 from the inertia reel.

FIG. 20 illustrates a child passenger 136 restrained in the seat 110 inthe child configuration. The passenger 136 is seated on the secondaryseating surface 122, and the shoulder belts 132, lower restraint belt124, and restraint device 116 are locked in place. The lower restraintbelt 124 can be secured directly to the shoulder belts 132 or to therestraint device 116. To ensure that the shoulder belts 132 arepositioned for optimal restraint and protection, belt guides 138 securea portion of the shoulder belts 132 at an appropriate location inaccordance with the size of the passenger 136. The belt guides 138 aremade of a pliant material to prevent discomfort or injury to the child.Alternatively, the shoulder belts 132 can be configured so that they areextracted from slots in backrest. The padded restraint device 116 in itsdownward restraining position provides frontal and lateral restraint andprotection, as well as an arm rest surface.

In a configuration for an older or larger child passenger 136, thecushion 118 remains in its upright position and the passenger sits onthe primary seating surface 120. In this configuration, the passenger136 is restrained with a conventional lap belt in conjunction with therestraint device 116 and shoulder belts 132.

In another embodiment, the seat 110 is provided with an inflatableoccupant restraint, such as an airbag 140 shown deployed in FIG. 21 fromits stored position within the restraint device 116. In one embodiment,the airbag 140 is a conventional airbag, and in another embodiment theairbag 140 is an airbag that produces reactive forces in accordance withthe teachings described hereinabove with respect to FIGS. 1-17.

As with the airbag of FIGS. 1-17, the airbag 140 is inflated by a highpressure gas generator in communication with at least one sensor thatdetects either singly or in combination, vehicle impact, changes inacceleration, rapid pressure changes between the passenger 136 and therestraint device 116 to trigger inflation of the airbag 140. The varioussensor signal outputs can be monitored and evaluated by a microprocessorthat triggers airbag inflation in accordance with predefined parameters.Additionally, arming sensors can be included in the locking joints 134to ensure that the airbag 140 does not deploy in its upward headrestposition in the adult configuration.

The presently described integral inflatable restraint system isillustrative of a novel apparatus for providing dynamic protection forthe occupants of a moving vehicle. It will be appreciated that othermodifications, embodiments and departures from the present disclosureare possible without departing from the inventive concept containedherein. Consequently, the invention is to be viewed as embracing eachand every novel feature as well as any novel combination of featurespresent in, or possessed by, the inflatable restraint system disclosedherein and is to be limited solely by the scope and spirit of theappended claims.

What is claimed is:
 1. A vehicle seat for a passenger, comprising:aprimary seating surface; a backrest proximate said primary seatingsurface, including a cushion having a first side and a second side, saidcushion movable from a first position to a second position, said firstside providing a backrest surface when said cushion is in said firstposition, said second side forming a secondary seating surface when saidcushion is in said second position a restraint device secured to saidbackrest by at least one articulating support and movable from anon-restraining position to a passenger restraint position; and anairbag integral with said restraint device, said airbag having a shadeso that upon inflation of said airbag a three-sided enclosure isprovided around said passenger to cushion said passenger from impactforces.
 2. The seat of claim 1, wherein said backrest includes an upperand a lower portion, said lower portion including said cushion.
 3. Theseat of claim 1, further including passenger restraint belts to retainsaid passenger in said vehicle seat.
 4. The seat of claim 3, whereinsaid passenger restraint belts include shoulder belts anchored to saidrestraint device, said shoulder belts positionable over an upper bodyportion of said passenger by moving said restraint device from saidnon-restraining position to said passenger restraint position.
 5. Theseat of claim 4, further including a lower restraint belt anchored tosaid cushion and adapted to be secured to said shoulder belts.
 6. Theseat of claim 4, further including a lower restraint belt anchored tosaid cushion and securable to said restraint device when said restraintdevice is in said passenger restraint position.
 7. The seat of claim 4,further including belt guides located in said backrest for positioningsaid shoulder belts at a correct height for retaining said passenger. 8.A vehicle seat for a passenger, comprising:a primary seating surface; abackrest proximate said primary seating surface, including,a firstportion; and a second portion cooperatively mated with said firstportion to provide back support for said passenger, said second portionincluding a cushion having a first side and a second side, said cushionmovable from a first position to a second position, said first sideproviding a backrest sure, ace when said cushion is in said firstposition, said second side forming a secondary seating surface when saidcushion is in said second position; a restraint device secured to saidbackrest by at least one articulating support and movable from anon-restraining position to a passenger restraint position; shoulderbelts anchored to said restraint device, said shoulder belts postionableover an upper body portion of said passenger by moving said restraintdevice from said non-restraining position to said passenger restraintposition; a lower restraint belt anchored to said cushion and securableto said restraint device when said restraint device is in said passengerrestraint position; belt guides located in said backrest for positioningsaid shoulder belts at a correct height for retaining said passenger; aninflatable airbag housed in said restraint device, said airbag having ashade so that upon inflation of said airbag a three-sided enclosure isprovided around said passenger; a high pressure gas generator forinflating said inflatable bag and for exerting a reactionary forceagainst said passenger; and at least one sensor in communication withsaid high pressure gas generator, said at least one sensor adapted toprovide an output signal that triggers inflation of said inflatable bagupon detection of a predetermined event.